The 654 is basically a more
powerful, relaxed version of the 504 Sport. The footrests are mounted forward
and the 'bars have a slight rise. The seat is stepped, wide and filled with a
hard compound but the riding position is comfortable. Stylistically the 654 is
like the 504 but without the handlebar fairing and a deeper seat with grab rail.
The rear light is integral with the mudguard and the indicators are rectangular.

The instrument console is larger,
incorporating a voltmeter as well as the usual array of warning lights. Linked
Moto-Guzzi front and rear brakes is now a feature of all the four strokes from
the 354 Sport to the 900 Six. Another feature is the side-stand ignition cut
out: the bike won't start unless the stand is retracted.

The 654 actually displaces only
603.9cc, each of the four pistons having a bore and stroke of 60x58.4mm.
Outwardly, the engine is identical to the 350 and 500 fours with a single
overhead camshaft chain driven from the centre of the crankshaft. Primary drive
is by a Hy-vo-type chain that drives a counter shaft which is geared to the
clutch and starter motor. The valves are operated by screw adjustable rockers in
the conventional way.

Ignition is by coil and twin contact
breakers mounted on the right side of the crankshaft. The mixture is fed in via
four Dellorto carburettors.

The engine produces a claimed power
output of 60 bhp at 8,700 rpm and maximum revs are at 9,500 which would suggest
that all the power is at the top end, but this is not so. The motor will pull
cleanly from low revs and it doesn't lack torque in this area either; even in
top (fifth) it will pull reasonably from 4,000 rpm onwards so it's not just an
overdrive.

Top speed is claimed at 119 mph but
this is probably optimistic in the usual Italian fashion and as the engine on
the launch bike was new we couldn't put it to the test. The Veglia
instrumentation seems to have improved with the needles on both clocks remaining
steady.

To fire up the 654 the clutch needs
to be disengaged and the side stand up (a warning light for the side stand would
be helpful in preserving battery life as the motor will turn over but it won't
fire). The Dellortos have a progressive choke mounted on the left side, much
better than the snap ones associated with Moto Guzzi twins. Once the choke is
off the motor settles down to a smooth purr and will tickover at 1000 rpm
happily. Mechanical noise is higher than we're used to on Japanese bikes with
their silent cam chains and bucket and shim followers. The noise soon fades from
the rider's ear as wind noise takes over.

Suspension is typically Italian,
which means good but with the rear sprung harder than the front. Having the
integral braking system means that under normal stopping the front doesn't dive
too much as the whole bike tends to go down compressing the springs front and
back. This also makes for more controlled stopping. The frame is a full double
cradle and feels very rigid. The swing arm looks a bit light, though it didn't
seem to have any adverse effect on the handling. The 654 handles much the same
as the 504 Sport, which isn't bad by any standards. The only difference is in a
lower footrest height which restricts the angle of lean on the 654. The centre
stand extension too can ground easily on left handers. The Pirelli tyres fitted
to the 18-inch cast wheels were excellent in the dry but didn't grip too well on
the wet Italian roads on which the bike was ridden. But to be fair you wouldn't
find road surfaces that bad in this country. (Wanna bet? -Ed.)

So good handling and the best brakes
you can get plus the smoothness and zip of a multi cylinder engine are basically
what the 654 has going for it. The engine is an Italian version of a 500 Honda
four only most of the Japanese have gone to two camshafts so the Benelli seems
dated by comparison though it's only 4 bhp down on the Z650 Kawasaki and three
on the CB650 Honda,
which, incidentally is the only other multi around with a single overhead
camshaft and that was based on the CB500 too. If we are to believe the weight
quoted by the manufacturers, 399 lbs dry, then the Benelli's slight power
disadvantage is purely academic.

The Benelli 654 is small for a 650
class machine. But unlike the sports models making up the rest of the range it's
not back breaking to ride for long distances. It is obviously an able tourer,
but its physical size doesn't encourage the use of fairing, panniers and the
extra weight of these items could well slow the bike down more than they would
its competitors.

The test bike was well finished and
details like the proper grab rail and flush fitting,
lockable fuel cap shows some thought. If the chrome holds out then so much the
better but the Italians seem to have problems in this area. The instruments are
easy to read but the warning lights are rather too dim to be noticed easily in
daylight. Unfortunately the Mickey Mouse switchgear is still there and we wish
the Italians would relent and buy in Japanese switches if only for their export
machines. It works alright but it's a pain to use.

The only thing that lets the 654
down is the boring colour scheme, a sort of brick red with gold striping. If
they had used the gold wheels found elsewhere in the range then the £2099 price
tag wouldn't seem so high.

NOTE: Any correction or more information on these motorcycles will kindly be appreciated, Some country's motorcycle specifications can be different to motorcyclespecs.co.za. Confirm with your motorcycle dealer
before ordering any parts or spares. Any objections to articles or photos placed on motorcyclespecs.co.za will be removed upon request. Privacy PolicyLinks